Car-replacer.



No. 765,833. PATENTED JULY 19, 1904. w. E. BURROUGHS & s. H. ELLIS.

GAR REPLAOER. APPLICATION FILED MAR. a, 1904.

N0 MQDEL.

iillillilliV f e Inveniors: 2M5. Mala 6V. ZLQLL/ UNITED STATES WILLIAME. BURROUGHS AND SEELE H. ELLIS,

Patented July 19, 1904 PATENT OFFICE.

OF NEW YORK, N. Y.,

ASSIGNORS TO LANE STEAM PACKING COMPANY, OF NEWV YORK COUNTY, NEI/VYORK, A CORPORATION OF NEW YORK.

CAR-REPLACER'.

SPECIFICATION forming part of Letters Patent No. 765,333,

dated July 19, 1904.

Application filed March 8, 1904. Serial No. 197,091. (No model.)

T0 at whom it may concern:

Be it known that we, WILLIAM E. BUR- ROUGHS, residing in the borough ofManhattan, and SEELE H. ELLIs, residing in the borough of Brooklyn, inthe city of New York and State of New York, citizens of the UnitedStates, have invented certain new and useful Improvements inCar-Replacers, of which the following is a specification, referencebeing had therein to the accompanying drawings, forming a part thereof.

Our invention relates to car-replacers.

Some of he objects and advantages sought and attained in our inventionare reliability of operation and interchangeability of the replacersused on opposite rails of the rail way-track, a universal rerailingaction upon wheels derailed on either the right or left side of thetrack, facility and economy in use, and strength, rigidity, simplicity,and economy of construction. v j

Our invention consists in combinations of various features, including asymmetrical construction of the replacer with respect to itslongitudinal central vertical plane aflording asymmetrical arrangementof the wheel-guiding ribs or flanges on either side of the rail, wherebythe replacer is made interchangeable and universal in action.

Other features of our invention consist in the employment ofwheel-guiding flanges of reverse curvilinear form, so that theangularity of the wheel-guiding flange with respect to the rail variesas it approaches the rail and is greatest at points intermediate of itsends, and in forming and disposing these wheel-guiding flanges onopposite sides of the rail, so that they converge forwardly toward therail up to given points and thence continue farther forward inparallelism with the rail, so as to first guide the car-wheel into theplane of the rail and then guide it forward in such plane and in suchlocation as to fall upon the rail in proper running position.

As to another feature our invention comprises tie-engaging spurs orabutments downwardly and forwardly projecting from the forward portionsof two rerailing members disposable on opposite sides of the rail andunited by a rail-bridging portion, the tie-engaging spurs being inpositions to engage and penetrate the side of a cross-tie, therebypreventing the replacer from moving forward and preventing its front endfrom being kicked up under stress of operation.

Our invention comprises other important features, which will appear fromthe more specific description following hereinafter and among which maybe mentioned the arrangement of spike-holes in the rear portions of thererailing members whereby the replacer may be securely spiked down uponthe ties and the flaring or angular centering-surfaces on opposing sidesof the rail-groove underneath the rail-bridging portion, whichcentering-surfaces engage the base of the rail on opinvention in claims.

Figure l is a plan viewof a portion of a railway-track, showing two ofthe car-replacers disposed upon opposite railsin positions for theoperation of rerailing derailed car-wheels. Fig. 2 is a side elevationof one of the car-replacers in operative position upon therailway-track. Fig. 3 is a central longitudinal sectional elevation onthe line 3 3, Fig. 1, of one of the car-replacers, also in operativeposition, with the rail and ties in broken lines. Fig. 4 is a frontelevation of one of the car-replacers in operative position upon therailway-track and shows the track-rail in section. Fig. 5 is a rearright-hand perspective view of one of the car-replacers.

Our improved car-replacer consists in two rerailing members a, united bya rail-bridging portion 61, this rail-bridging portion preferablyextending the entire length of the rerailing members and at its rear endcomprising side walls/c, as well as a top wall cl, and these wallstogether constituting a central longitudinal rail-groove in thereplacer. The rerailing members comprise wheel supporting and raisingwebs and surfaces (0, inclining upwardly in forward direction from anelevation below the top of the rail to an elevation equal to or, as inthe instance illustrated, above the elevation of the rail-top, where thewheel-supporting surfaces merge with, the surface of the rail-bridgebetween them. At their rear and lower ends the rerailing members lieupon the upper side of a cross-tie, so that the rise of their wheelsupporting and raising surfaces commences substantially at the elevationof such upper side of the tie, and at such rear ends the rerailingmembers are provided with spike-holes 0, through which spikes may beinserted into the top of the tie,

to secure the replacer firmly in operative position.

W heel-guiding ribs or flanges I) extend along and constitute the outerlateral limits of the wheel supporting and raising surfaces and convergefrom the rear end of the replacer, where such surfaces are broadest,forwardly toward the rail-bridging portion to points of nearest approachthereto, where the wheel supporting and raising surfaces are reduced tominimum width and are reversely curved, being in substantial parallelismwith the rail at the rear end of the replacer and increasing inangularity to the rail up to about the midway portion of the curves,where the curves are reversed and continue forward still converginglytoward the rail, but with diminishing angularity, until they come againinto substantial parallelism therewith at their points of nearestapproach thereto and are thence continued forward in a parallelextension. Depending continuations of the wheel-guiding flanges extendbelow the inclined webs a, constituting the wheel-supporting surfaces,and form stiffening-ribs for such webs and side walls for the replacer.These stiifening-ribsj increase in depth and strength from the rear endof the replacer forwardly and at their forward ends unite with atransverse front wall or web II, extending downward from the front endsof the rail-bridge and wheel-supporting webs and extending transverselyfrom one of the stiffening-ribs to the other. This front wall isprovided with a central groove or slot, which receives the rail andconstitutes a continuation of the rail-groove, which starts at the rearend of the replacer between the bridge-walls 7r and continues on theunder side of the railbridge throughout the entire length of thereplacer, being most shallow where the bridgewalls disappear and thewheel-supporting,

webs merge With the upper wall of the railbridge.

The front wall '1: together with the forward portions of thestiffening-ribs j constitute the front base of the replacer, which liesupon the top of one of the cross-ties and is provided with tie-engagingabutments or spurs h, depending from the stiffening-ribs jand havingforwardly-inclined front faces adapted to engage and penetrate the rearside of a cross-tie.

The replacer is provided at its rear and front ends and oneither side ofits railgroove with angular or flaring surfaces and 6, respectively,below the rear ends of the bridgewalls in and below the front wall 1'.These surfaces assist in centering and bearing the replacer upon therail and rail-base, as illustrated.

It will be noted that the bridge-walls also constitute stiffening websand lend great rigidity to the replacer and that the replacer has amplebearing at its forward and rear ends upon the cross-ties and rail-baseand ample bearing throughout its entire length upon the head or top ofthe rail.

The symmetrical construction of the replacers effects the desiredoperation by reason of the spacing of the wheel-guiding ribs Z), so thatwhenthey are in operative position on the rails the transverse distancefrom the guiding-wall of either inner guiding-rib b to the guiding-Wallof the outer guiding-rib Z; of the other replacer is greater than thewheelgage, and therefore the inner guiding-rib will always be theeffective guide in finally locating the car-wheels relatively to therails.

By reason of the termination of the wheelguiding ribs in portionsparallel with the rails and the reverse curving of these ribs the wheelsare not only eflcetively brought into proper position to engage therails, but are also guided forward before delivery to the rails in thedirection in which they will be guided by the rails, so that the wheelsroll off the replacer and engage the rails and move thereon withoutchange in the longitudinal di-. rection of their movement.

The rolling-stock used on railways is of very great weight, the largerlocomotives weighing in the neighborhood of one hundred and thirty tons.A successful car-replacer of universal application must be capable ofcarrying the wheels supporting this very great weight andelevating themand placing them properly on the rails. Our car-replacer is well adaptedfor this work, and by reason of its construction and the utilization ofthe support of the ties, rail-base, and rail the required rigidity andstrength are attained without unusual weight or bulk of the replacer, sothat the device has the necessary portability and can be carried on theordinary trains and used by the ordinary trainmen. Our device alsopossesses the required resistance to displacement which is necessary toasatisfactory performance of its functions in rerailing locomotives ofthis great weight.

Various modifications of the particular structure shown and describedand coming within the spirit and scope of our invention will be apparentfrom the foregoing disclosures.

What we claim, and. desire to secure by Letters Patent, is

1. A portable car-replacer comprising two ing abutments inupwardly-inclined wheel supporting and raising members united by arail-bridging portion and adapted to lie upon the ties and on eitherside of the rail, their front parts being provided withdownwardly-extending tie-engagpositions to engage the upright sides ofthe ties.

2. A portable car-replacer comprising two upwardly-inclined wheelsupporting and raising members united bya rail-bridging portion andadapted to lie upon the ties and on either side of the rail, their frontparts being provided with downwardly-extending forwardlyinclinedtie-engaging spurs in positions to engage and penetrate the uprightsides of the ties.

3. An interchangeable car-replacer comprising two rerailing memberssymmetrical relative to each other with respect to thevertical plane ofthe longitudinal axis of the replacer and united by a rail-bridgingportion disposed substantially in such longitudinal axis, the rerailingmembers having wheel supporting and raising surfaces inclining upwardlyin forward direction from an elevation below the rail-bridging portionto an elevation substantially equal thereto, and having wheel-guidingflanges of reverse curvilinear form approaching parallelism with therails as they approach their advance ends.

4. An interchangeable car-replacer symmetrical with respect to itscentral vertical longitudinal plane and comprising two rerailing membersunited by a rail-bridging portion, such rerailing members having wheelsupporting and raising surfaces inclined in forward direction upwardlyfrom an elevation below the railtop to an elevation above the rail-top,and having wheel-guiding flanges of reverse curvilinear form approachingparallelism with the rails as they approach their advance ends.

5. A car-replacer comprising two rerailing members united by arail-bridging portion and adapted to lie upon the ties and having wheelsupporting and raising surfaces inclined upwardly in forward directionand having forwardly-converging wheel-guiding ribs along the outerlimits of such wheel supporting and raising surfaces and the forwardparts of such rerailing members being provided with downwardly-extendingtie-engaging abutments in position to engage the upright sides of theties, and means for securing the rear end of the replacer to therailway-track.

6. A car-replacer comprising two rerailing members united by arail-bridging portion and adapted to lie upon the ties and having wheelsupporting and raising surfaces inclined upwardly in forward directionand having forwardly-converging wheel-guiding ribs along the outerlimits of such wheel supporting and raising surfaces and the forwardparts of such rerailing members being provided with downwardly-extendingtie-engaging abutments in positions to engage the sides of the ties andsuch rerailing members being provided at their rear ends withspike-holes in positions to admit the insertion of spikes through suchrear ends and into the top of a tie.

7 A car-replacer symmetrical with respect to its longitudinal centralvertical plane and comprising two rerailing members united by arail-bridging portion in relative positions for locating such members onopposite sides of the rail and such rerailing members havingwheel-supporting surfaces and wheel-guiding ribs thereon converging fromthe rear end of the replacer forwardly toward the rail in reversecurvilinear form and thence extending farther forward in parallelismwith the rail.

8. A car-replacer comprising two rerailing members adapted to be placedon opposite sides of the rail and united by a rail-bridging portion,such members having Wheel-supporting surfaces laterally limited bywheel-guiding flanges converging forwardly toward the rail in reversecurvilinear form to points of nearest approach and thence extendingfarther forward in parallelism with the rail.

9. A car-replacer comprising two rerailing members integrally united bya rail-bridging portion and having a rail -groove between them adaptedto receive the head of the rail, and inclined centering-surfaces onopposite of in positions to engage the rail-base.

10. An interchangeable car-replacer symmetrical with respect to itslongitudinal central vertical plane and having in such plane alongitudinal rail-groove adapted to receive the head of the rail andhaving flaring centering-surfaces on opposite sides of the groove and ateach end thereof in positions to engage the rail-base and the'replacercomprising rerailing members disposed on opposite sides of therail-groove.

sides of the rail-groove and at each end there- In testimony whereof wehave afliXed' our signatures in presence of two witnesses.

WILLIAM E. BURROUGHS. SEELE'H. ELLIS. Witnesses:

HENRY D. WILLIAMS, HERBERT H. GIBBS.

